Lot details
Registration No: Un-Reg
Chassis No: 57443

"After a fast run up and down to get the oil circulating, Rene Dreyfus pronounced himself satisfied. 'First of all notice the flexibility', he said and ran down to 10mph on top gear. 'Now the smooth pick-up', and proceeded to put his foot down hard. The speedometer swung round at an ever increasing rate without any trace of hesitation. 'All out speed' and we reached 95mph. 'Finally the road holding', so we drove down a minor road at 75mph, slowed to 60mph with a gentle application of the brakes, and took a 60-degree bend without any reduction in speed. The car neither rolled, slid nor gave any indication that the manoeuvre was at all unusual. 'Vraiment une voiture fantastique', a remark with which we could not fail to agree as soon as we could think of an adequate reply". (Motor Sport reporting on the Bugatti Type 57, May 1934)

Ettore Bugatti was - like many a great human being - a mass of contradictions. A highly talented engineer who often prioritised his own aesthetic sensibilities over empirical data, Le Patron was responsible for some of the most beautiful cars the world has ever seen. Doyen of the motoring world during the 1920s, he succeeded in creating that ultimate 'King of Cars', the Type 41 Royale (though, arguably his masterpiece should have sported a white-gold rather than silver-plated Elephant mascot). Humbled by the Great Depression and a new generation of buyer that did not appreciate the 'Pur Sang' / idiosyncratic nature of existing Bugattis, the great man sought security amid public rather than private contracts. Thus, by 1932 he had decamped to Paris and was busy designing a new high-speed railcar for the French Government utilising modified 'Royale' engines (an irony that doubtless rankled). Himself appointed technical director of de Dietrich at the age of just twenty, Ettore had few qualms about entrusting Molsheim's road-going future to his twenty-three year old son, Jean. Especially as the latter had already proven the wisdom of adopting Harry Miller-inspired double overhead-camshaft technology and showcased his precocious styling talents on the fabulous Armand Esders' Type 41 Roadster.

Keen to safeguard the Bugatti brand, Ettore nonetheless teamed Jean with newly appointed technical director Noel Domboy and development engineer Antonio Pichetto. Instructed to rationalise production, the trio decided to woo customers away from the likes of Bentley, Mercedes-Benz and Delahaye with an ambitious 'one model' policy. Designated Type 57, the resultant machine embodied the traditional Molsheim virtues of high-performance, superlative roadholding and exemplary craftsmanship but added a welcome dose of refinement and user-friendliness. Although effectively a clean-sheet design, the newcomer was still brimful of competition-honed DNA (Bugatti could lay claim to more race victories pre-WW2 than any other manufacturer). Drawing on Pichetto's experience with the pioneering four-wheel drive Type 53 racing car, the Type 57 was originally intended to have independent front suspension. Indeed, a prototype, chassis 57100, was thus equipped. Nicknamed 'Cr_me de Menthe' on account of its smooth ride, the saloon was kept hidden from Ettore who insisted that the production version use a traditional Bugatti tubular front axle, leaf-sprung suspension (semi-elliptic front / quarter-elliptic rear) and cable-operated drum brakes. However, Le Patron was more forgiving about another offshoot of the Type 57 programme - the magnificent Type 59 Grand Prix car.

Boasting a one-piece block / cylinder head casting, six-bearing crankshaft, twin coil ignition and gear driven double-overhead camshafts, the normally aspirated 3.3 litre Type 57 engine developed the same 135bhp as the supercharged 2.3 litre unit found in its older Type 55 Super Sports sibling. Notably smooth and flexible, the medium capacity straight-eight was mounted in unit with a robust four-speed manual transmission that departed from established Bugatti practice. Eschewing straight-cut gears for constant mesh ones, the new gearbox also relied on a single-plate rather than multi-plate clutch (with a consequent saving in maintenance / adjustment). Easier to drive than its predecessors yet just as rewarding, the Type 57 is widely held to be the finest Touring model Molsheim ever released. Available from the outset with a range of Jean Bugatti penned factory coachwork encompassing 'Galibier' (four-door, four-seater), 'Ventoux' (two-door, four-seater) and 'Atalante' (two-door, two-seater) derivatives it could also be had in bare chassis form. Updated towards the end of 1936 (and then again for the 1938 and 1939 seasons), the Type 57 gained a redesigned frame incorporating deeper side members and 'semi cruciform' bracing to compensate for the NVH-driven switch from solid to rubber engine mountings. These 'Second Series' (and subsequent 'Third Series') cars also benefited from reinforced crankcases and provided the basis of the supercharged Type 57C and sports Type 57S / 57SC variants. Twice winner of the Le Mans 24-hour race in streamlined 'Tank' guise (1937 unblown 85.13mph average / 1939 blown 86.5mph average), the Type 57 remained in production until 1940 by which time some 670 are thought to have been made.

According to the factory sales records, this particular Type 57 was invoiced to Bugatti's Swiss Agency, Bucar SA, on September 19th 1936. Supplied as a bare chassis, the car's wonderfully elegant Sports Saloon coachwork has long been attributed to Carrosserie Graber. Although, legend suggests that the four-seater was styled in collaboration with its architect first owner, elements such as the pontoon front wings, neatly clustered bonnet louvers and elaborately shaped window frames are similar to those seen on various Graber-bodied Type 57s (chassis 57437, 57444 and 57447 etc). Like an early factory 'Galibier', chassis 57443 boasts pillarless construction and 'suicide' rear doors that lack external handles or hinges. Looking decidedly rakish, its coupe-like lines are accentuated by a sloping tail (complete with partially 'sunken' spare wheel) and flamboyant belt moulding that begins at the radiator's shoulders, runs along the bonnet sides and then flows down towards the rear wings taking the window ledges with it. Little imagination is required to envisage the Sports Saloon wearing a more extravagant two-tone livery.

Despite, renowned authority H.G. Conway's contrary census listing, the Swedish Bugatti Register are adamant that chassis 57443 has never had any connection to their country. Thus, much of the car's early history remains a mystery. Thought to have had its engine number (listed on the factory sales records as 330) scored out so as to clear Dutch Customs more easily, the Sports Saloon was among seven Bugattis amassed by the vendor's father and uncle (starting with a Type 35 during the 1930s). Sourced from NV Albatros of Amsterdam in November 1962 - a former marque concessionaire run by the van Ramshorst family - it joined a collection that included Austro Daimler and BarrU Veteran cars. When not being maintained in-house, the four-door was often fettled by Ronald van Ramshorst. One of two Type 57s present at the latter's April 1995 wedding chassis 57443 was driven to Molsheim and back by the vendor who also acted as a witness. Fitted with a new block / cylinder head as part of an extensive engine overhaul carried out by Jan Keizer of Doetinchem some four years earlier, it completed the journey without incident.

Interestingly, the vendor's husband has delved into the car's past and written to us as follows: "To come straight to the point as far as the missing engine number is concerned: I spoke to Mr Simon Klopper - the Bugatti specialist in the Netherlands - and he confirmed that the engine is the original one that came with the chassis". Certainly, the unit has a correct 'Second Series' exhaust manifold and rubber mountings. A well known machine in Dutch Bugatti circles and one familiar to the late H.G. Conway with whom the vendor's family were good friends, the Sports Saloon is thought to pleasingly retain its original tan leather upholstery. Predominantly to factory specification, the Type 57 has nevertheless been upgraded at some stage with modified wiring, telescopic shock absorbers and hydraulic drum brakes. Sparingly used over recent years, it is in running order but would benefit from recommissioning. As one might expect after five decades, chassis 57443 has become a dear friend to the vendor and her husband. Offered for sale with great regret and only due to 'pur-sang' commitments of the four-legged variety (a reason that equine enthusiast Ettore would surely have understood), it took pride of place on our stand at the recent Vintage Sports Car Club Silverstone, Bugatti Owners Club La Vie en Bleu and Vintage Sports Car Club Donington meetings. Attracting a large crowd on each occasion, the Bugatti - which looks and feels much as it must have done in the 1960s - is the subject of a forthcoming feature article by The Automobile magazine. Believed but not warranted to be a one-off, this captivating Type 57 would grace any collection and is accompanied by sundry paperwork (Jan Keizer invoice, cylinder block / head receipt) as well as a copy extract from The Bugatti Register, The Netherlands and Belgium (2005).